2005 Pajero puts the focus on luxury and driveability

By Dave Abrahams

More than two million Mitsubishi Pajeros have been sold since its introduction in 1982 – more than 75 percent of them outside Japan – and it has carved a name for itself as a high-performance off-roader - not least with its domination of the annual Dakar rally.

The Pajero has won nine times – including the last four in a row.

For 2005, in contrast to its hairy-chested racing image, Mitsubishi has focused on making its all-wheel drive flagship (launched in South Africa this week) more luxurious, safer and easier to drive over rough terrain.

There's a more powerful petrol engine and interesting tweaks to transmission and suspension – specifically with a view to improving performance and comfort on tar

The new 3.2-litre V6 motor is the most powerful yet in a Pajero at 150kW at 5000rpm
The new 3828cc SOHC V6 is the most powerful yet in a Pajero. It claims 150kW at 5000rpm and 314Nm of torque at 3250; it has a variable intake manifold for better bottom-end performance but, as those figures suggest, thrives on revs, doing its best work with at least 3000 on the clock.

Thanks to its sophisticated intake system it builds revs quickly and smoothly, pulling up to 6000rpm in a hurry with a distinct V6 intake roar. Off-road, in the lower gears, it's a flexible unit that sometimes surprises with its response.

Even cruising at 120km/h on tar we couldn't get its fuel consumption under 16 litres/100km
Inevitably, that makes it thirsty; even cruising at 120km/h in two-wheel drive on tar in the lighter three-door variant I couldn't get its fuel consumption below 16 litres/100km With the three-door's fuel tank taking 71 litres (the five-door holds 90) that equates to about 450km between fuel stops; there are motorcycles that can do better. The four-cylinder, 3.2-litre, twin-cam, quad-valve turbodiesel from the previous range has been carried over, still rated for 121kW at 3800rpm and a hill-flattening 373Nm from 2000rpm. It pulls well from just above idle so is an ideal companion on really gnarly terrain, allowing you to pick your way slowly over rough ground while holding acceleration in reserve to blast through a mud pit.

Frustratingly, Mitsubishi's trip data computer doesn't work with the diesel's direct fuel-injection so I can't give you exact fuel figures; suffice it to say that at fuel stops where each 3.8 would typically take on about 60 litres the diesels need only half that.

Either motor can be mated to Mitsubishi's Invecs-II five-speed automatic transmission that uses fuzzy logic to adapt to your driving style. Within half a dozen shifts it will recognise your driving style – sporty, casual, slow, fast – and move its shift points accordingly.

It's backed up by the now almost obligatory manual sequential shift on the lever – back for downchanges, forward for up.

To applause from several of the media scribes at the launch, Mitsubishi product manager Peter Skei pointed out that the Mitsubishi system will STAY in the manually selected ratio – which is what most people want such a box to do.

Getting the power down
Stability and traction control have been added to the Pajero range for 2005 – which brings it in line with most of its competitors.

It automatically reduces understeer and oversteer by adjusting brake fluid pressure to each tyre independently via the anti-lock system while managing engine output through the electronic throttle control.

A second gear lever on the centre console gives the driver a choice of four transmission modes:

• 2H: High range, two-wheel drive, for driving on tar.
• 4H: Drives all the wheels in high range; the centre differential has planetary gears enabling a 33 front/67 rear torque split for smoother high-speed cornering in 4WD. Its viscous coupling automatically varies the torque proportion up to 50/50, improving both all-round stability and off-road performance.
• 4HLC: High range with the centre differential locked at 50/50; improves traction on sand, mud or snow.
• 4LLC: Low range with the centre diff locked; provides immense torque for climbing or descending steep slopes at very low speeds or going through deep snow, mud or sand.

Shifting through the three high-range options – as always on a Pajero – can be done at up to 100km/h; for low range, stop.

Each axle has a limited-slip differential to transfer power to whichever wheel has the better traction. The Pajero transfers only between left and right wheels on the same axle; Mitsubishi claims this gives a quicker response should a wheel begins to spin.

It has disc brakes all round with the usual alphabet soup of electronic aids.

The Pajero runs on double wishbone suspension with coil springs in front and a coil-sprung multi-link set-up at the rear. It's surprisingly stiffly sprung, sacrificing a little in off-road articulation in favour of better control on tar.

Ground clearance, not a strong point on previous Pajeros, has lifted from 220 to 235mm.

Mitsubishi SA took the launch party to the Dullstroom Ranch 4x4 course in Mpumalanga where the short-wheelbase three-door – unsurprisingly - performed better over ridges and through tight corners than the longer five-door… but the bigger vehicle was more comfortable on rocky terrain.

Each is more at ease on sand or mud than on broken hard ground where wheel-lifting is too frequent but the Pajero's relatively low centre of gravity and resistance to body roll lend it admirable stability.

The monocoque body is bigger in several important dimensions; in particular, the track has been increased by 95mm to make the Pajero one of the few SUVs whose overall height is the same as its track, adding significantly to stability.

The grille and front bumper are chunkier, with a bigger chromed three-diamond logo and bigger, faired-in halogen headlights.

The colour-coded side steps are illuminated so you can watch your step at night and the tail lights are integrated with combination light with all-red covers – except for the reversing lights; both bumpers are painted the same colour as the body.

The 2005 Pajero also gets new six-spoked, 17" alloy rims shod with 265/70 radials.

The cabin has leather upholstery and trim (black is standard, beige and option), electric adjustment on the driver's seat, seat warmers, air-conditioning and a radio-tape with a separate six-CD changer.

The centre display at the top of the console shows air temperature (although it can get confused; at the launch all the cars agreed the ambient temperature was 7ΊC when we were walking around in shirt-sleeves!), air conditioner airflow direction, date, time and radio/CD information.

The petrol version has a colour display with a barometer, altimeter, compass, date and time, air-conditioning status, average speed and fuel consumption.

The five-door has a third row of two seats that lift from the boot floor though they're only good for kids and are covered in easily wiped PVC; each does, however, have a three-point seat belt.

They can be removed to leave a plastic-lined basin.

The second row of seats can be folded in the usual 60/40 split, adding to the 1700-litre luggage capacity in the five-seater.

Each variant has an abundance of pockets, cupholders and boxes as well as two glove compartments, one above the other.

The five-door has wood trim on the fascia and steering wheel, the three-door a "titanium-look" and a leather steering wheel; both variants have white-faced instruments with blue backlighting which is rather indistinct at night.

The five-door Pajero sports a huge electric sun roof.

Down-spec version
All the Pajeros currently available are trimmed to top-of-the-range GLS specifications but from November Mitsubishi will offer the GLX in five-door diesel layout only and minus some of the fancier bells and whistles and the alloy wheel rims – at, the company says, a considerable cost saving.

See for yourself:

Prices:
GLS 3-door petrol - R347 000
GLS 3-door diesel - R359 000

GLX 5-door diesel - R359 000

GLS 5-door petrol - R431 000
GLS 5-door diesel - R449 000

Each comes with a three-year or 100 000km warranty and a five-year or 100 000km maintenance plan, the promise of roadside assistance and a "touring guarantee" – Mitsubishi will either find you a place to stay or get you home.